Car-heating system.



E E. GOLD.

CAR HEATING SYSTEM.

APPLICATION FILED JAN.27. 191a.

mmmw.

Patented Jan. 16, 1917.

2 SHEETS-SHEET 1.

INVENTOR WITNESSES:

E. E. GOLD.

CAR HEATING SYSTEM.

APPLICATION FILED IAN-27.1913.

Patented Jan. 16, 1917.

2 SHEETS-SHEET 2- Fig.

. R O T. N E V W WITNESSES: f

ant/man n. GOLJD,OJE new roan, N. r, Assrenon T0 corn can marine & LIGHULIEM COMP Y, NEW YORK, N. Y., CORPORATION OF NEW iZ'ORK.

CAR-HEATING SYSTEM.

taiaoaa.

Patented Jan. itdjwll't.

Application filed January 27, 1913. Serial No. 744,529.

To all whom it may concern Be it known that l[, EDWARD E. GOLD, a citizen of the United States, residing in the borough of Manhattan, city, county, and State of New York, have invented certain new and useful Improvements in Car-Heating Systems, of which the following is a specification. v 4, I 1 My invention has reference to a -steam heating system for railway cars, and consists particularly in the provision of means whereby theheating. activity of the said system, is controlled not only by the temperature of the heating medium, but as well by the temperature within the car and with economy in the consumption of steam,

A desirable form of my invention is illustrated "in the accompanying drawings,

Figure 1 is'a diagrammatic representation of myimproved heating system as applied to a car. Fig. 2 isa detail cross section of thermostatic means withinthe car and controlled by the temperature therein. Fig. 3 is a detail cross'section of the inlet valve and its controlling parts. Fig. 4 is a cross section on the line 4+4 of Fig. 5. Fig. 5 is. an elevation of my invention. Fig. 6 is a detail plan View on the line 66 of Fig. 5.

My invention is illustrated as applied to a steam heating system wherein steam is taken from the train-pipe A through the supply pipe B which extends up through the floor C of the car and leads to a radiator D. The radiator 11) is provided with a return pipe which leads to an outlet pipe F. This extends through the floor of the car and at its outer end has a hornf within which is a partition 7" which projects below the bottom of the horn and serves-to guide acurrent of air which passes up through the horn on the forward or front side of the partition, and downward on the rear side thereof. This partition f serves as a means wherebyythe thermostat hereinafter described is ventilated and made energetic.

The supply pipe B-has a hand thermostat consisting of an expansiblegvesvalve 6 and an automatic inlet valve G to which is attached a stem 9 having a head A;

l 'to flow-from the radiator D through the 'by-passl g-and into operative contact with -the-;' the'rmo'stat H, expanding the same and {closing the inlet valve,"fthereby' diverting thejste'am' from the latter part; of the raditar D and reducing the heatingaetivity of Mt engage the head 9 whereby asthe thermos.

stat being heated by the rising temperature of the discharge from the radiator, expands, y it will close the inlet valve G. A spring 9 opens the inlet valve as the vessel l-I conperature of the dischargeis the well known vapor system wherein the pressure in the heating pipes is substantially pressure My invention contemplates-the provision of means for controlling the heating eficiency of the heating system above described by the temperature within the car. For this purpose provide a by-pass T which is connected to the radiator at an incasing 77, where it is discharged upon the thermostat H so as to control the inlet valve atmospheric 'termediate point and conducts steam to the v by the said thermostat. Means are provided for automatically regulating the flow of steam through the by-pass I and controlling the said flow by the temperature within the car. For this purpose a valve J is provided within the by-pass and this valve is directly controlled by a thermostat K within the car. The said thermostat K is situated at such a point, as to be affected by the temperature within the car, and as illustratedv is composed of an expansible vessel partly filled with a volatile .fluid. As said thermostat liquid. The valve J has a stem j terminating in ahead 1' which is adjacent the expansible vessel Therefore as the temperature within thecar. rises causing the thermostat -K to expand, it will press upon the expansible vessel and cause the latterto expand thev vessel {M,- pressing on: the head y' and openingfthe-valve J and causing the steam y 9o expands its rear wall is is pressed mto'oonthe radiator to the extent of the radiating surface from which the steam is so diverted. As the temperature within the car falls the thermostat K will contract, releasing the pressure upon the diaphragm L, whereupon a spring 9' surrounding the stem j will close the valve J and expand Vessel L by contracting vessel M.

When the admission valve is closed either by the passage of steam through the by-pass or by the temperature of the discharge from the radiator D to the outlet, the flow of steam through the by-pass will cease. -In practice it will be found I believe that when the admission valve is opened by the temperature of the discharge if the temperature within the car is such as to keep the by-pass valve J open, there will be a very slight and immediate flow of vapor which will pass from the radiator through the by-pass into operative relation to the thermostat. In time it is my belief that if the demands for heat within the car are such as to be satisfied by that part of the radiator between the by-pass and the supply pipe that the admission valve will be brought to a balance at a point where it will admit just sufiicientsteam to maintain the temperature in the car at the desired point. In other words that the higher temperature within the car will maintain the by-pass valve at a point where a slight leakage of vapor will take place sufficient to reduce the opening of the inlet valve to such an extent as to admit a suflicient amount of steam only to supply that part of theradiator in active service.

According to the foregoing the heating activity of the radiator is controlled by the temperature of the heating medium as the discharge influences the thermostat at the outlet, and this heating activity is further subject to the control of the temperature within the car exercised through the thermostat K, whereby as the temperature within the car rises the heating area of the radiator is automatically reduced.

In the form of my invention illustrated the radiator is of the kind usually employed in baggage cars and has 'a number of loops connected by couplings 0?. The by-pass I is connected to the radiator at a point intermediate its ends preferably by leading into one of the headers d, and at its other end opening to the casin h in position to control the thermostat The by-pass'I is of a sufiicient size to short-circuit the steam in the radiator or to provide a short path for the steam from the point of attachment to the coupling (2 directly to the outlet pipe F, whereby that part of the radiator which is located on the outlet side of the said point of attachment is put out of service by reason of' the fact that the steam is diverted through the by-pass I. The by-pass I is provided with a hand valve N by which the said by-pass may be closed when desired so as to be unaffected by the thermostat K.

According to my invention when the hand valve N closes the by-pass the entire radiator will be in service and the system will act as an ordinary vapor system. If it is desired to make use of the automatic control by the temperature within the car the hand valve N is opened, whereupon if the temperature within the car rises above the desired point the thermostat K will operate to open the valve J, thereby putting part of the radiator out of service by diverting its steam through the by-pass P. This condition will continue so long as the temperature within the car remains at a point sufficiently high to expand the thermostat K. The discharge from the by-pass will pass in heating relation to the thermostat H, and will if its temperature is sufiiciently high, expand the said thermostat and close the admission valve. If the temperature of the said discharge is not such as to close the admission valve it will remain open as before supplying steam to a part only of the radiator D. In other words, with the hand valve N open the system will act automatically to substantially deprive nearly or quite one-half of the radiator of its heating capacity when the temperature of the car rises to the desired point. Thereby the supply of heat to the car will be reduced substantially onehalf. The thermostat H will be similarly controlled by the temperature of the discharge whether this flows directly from the radiator D or indirectly through the bypass.

When the discharge past the thermostat H falls to a temperature where it will permit the thermostat under the influence of, the current of air directed by the partition f to contract, the admission valve is opened, permitting a fresh supply of steam to enter the radiator. Thereupon if the temperature within the car is such as to keep the by-pass open, steam will be supplied to approximately one-half of the radiator, and achieving thereby the desired reduction in radiating surface, and if the temperature of the car remains such that the full supply of steam is not required the by-pass valve will remain open, thereby short-circuiting the steam from part of the radiator.

It is my belief that in time the inlet valve will be brought to a balance whereby it will supply just sufficient steam to heat that part of the radiator between the supply pipe and the by-pass. If the demands of the car for heat are greater than will be supplied by this part of the radiator the by-pass will remain closed and the entire radiator. will be in service. In other words, if the temperature in the car maintains the by-pass valve open, the system will act with the reduced radiating surface just as the entire radiator iaiaeaa acts without a bypass to admit a suficient amount of steam so that the discharge is cool enough to allow the admission valve to remain slightly open,

Means are supplied whereby the thermostat K may be adjusted so as to operate to control the bypass valve at diderent de grees of temperature in the car, 'llhis thermostat is mounted in a frame k and upon the outer side of this frame is a desired the degrees of temperature,

The invention is illustrated as applied to a baggage car radiator, but it is not necessarily limited-to such type or form of radiator as numerous forms of radiators are employed and the invention is applicable to other forms than that illustrated. lllie invention is further not limited to the particular construction illustrated, and it may be changed and equivalent devices employed within the limits of the appended claims. Nor is it limited to the particular heating system shown as it may be usedwith other systems, ll claim as my invention 1. In a steam car heating system, a supply pipe, a radiator connected thereto, an admission valve in said supply pipe, a thermostat, at the outlet responsive to variations in the temperature of the discharge from said radiatonior controlling said admission. valve, a by-pass connected to said radiator and leading to said thermostat and adapted when open to provide a short path for the heating medium to said outlet and to divert the same from part-f the radiator, a valve in said by-pass and thermostatic means oontrolled by the temperature within the car and adapted to operate said valve, whereby the heating area of the radiator is regulated by the temperature in the car, and the heat ing activity of the radiator is regulated by the temperature of the dischargeirom said radiator, v

2, In a steam car heating system, a supply pipe, an admission. valve therein, a radiator connected thereto and having an outlet, a by-pass connected to said radiator and leading to said outlet, thermostatic means in line with the discharge from said outlet and adapted to control said. admission valve, a valve in said Toy-pass and thermostatic means located in the car and responsive to variations in the temperature therein and adapted to control said valve, whereby the heating area of the radiator is regulated by the temperature in. the car and the heating activity of the radiator is regulated by the temperature of the heating medium.

8. In asteam car heating system, a train pipe, a branch therefrom having radiating surface, an, admission valve in said branch, thermostatic means at the outlet of said branch responsive to variations in the temperature of the discharge therefrom for controlling said admission valve, a by-pass con-- nected to said branch on the radiator side of the admission valve and leading to said thermostat, a valve in said icy-pass and thermostatic means controlled by the temperature within the car and adapted to operate said valve, and a hand-operated valve in said by-pass, whereby the heating activity of the radiator is regulated by the temperature of the heating medium in said radiator and by the temperature in the car.

In witness whereof, l have hereunto signed my name in the presence of two subscribing witnesses, p i

EDWARD E. GOLD. Witnesses:

HENRY M. Tenn, FRED WHITE. 

